Internal-combustion engine.



C. M. BLANCHARD. INTERNAL COMBUSTION QNGINE.

C. M. BLANCHARD.

INTERNAL GOMBUSTION. ENGINE. APPLICATION FILED JULY z5, 1912.

Patented Juan. 12, 1915.

4 SHEETS-SHEET 2.

VEN TOR wma/Fa Nb, www,

V/ITNESSES C. M. BLANCHARD.

INTERNAL COMBUSTLON ENGINE.

APPLICATION FILED JULY 25, 1912. l l 24,837. Patented Jan. 12, 1915.

4 SHEETS-SHEET 3.

INVITA/70752,'

MTNESJES/ C. M. BLANCHARD.

INTERNAL GOMBSTION ENGINE.

APPLIGATION FILED JULY 25, 1912.

Patented Jan. 12, 1915` 4 SHEETS-SHEET 4.

lmllll( HTT'Y PATENT oEEIcE.

CHARLES M. BLANCHARD, OF ELYRIA, OHIO.

INTERNALfCOMBU'STION ENGINE.

Specification of Letters Patent.

Patented Jan. 12, 1915.

Application filed July 25, 1912. Serial No. 711,464.

To all whom t may concern Be it known that I, CHARLES M. BLANCH- ARD, a citizen of the United States, residing at Elyria, in the county of Lorain and `State of Ohio, have invented a certain new and useful Improvement in Internal-Combustion Engines, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

`This invention relates to an internal combustion engine of the two-cycle type, the primary object being to provide an efficient form of such type of engine in which the fuel is burned under constant pressure. The

.two-cycle constant pressure operation gives a power impulse every stroke, and a low maximum pressure but high mean effective pressure, with the result that the construction may be lighter and cheaper than in a four-cycle engine or a constant volume or an explosion engine. In my engine, air is compressed in the cylinder by the return stroke of the piston, and, at or near the'dead cenl ter, oil is atomized under pressure into this highly compressed air, and ignites from the heat of such air assisted by hot heads on the cylinder and piston which have retained heat from the previous combustion stroke. The

continuance of the admission during a por-- tion of the outward stroke gives,a constant pressure until the cut off, whenexpansion takes place gntil the exhaust at the end of the`outwafd stroke. The pressure cycle is accordingysimilar to that of a steam engine.

My engine is adapted for operation by various heavy, cheapfoils, whereby great power is attained at low cost. The engine is uniform in operation and automatic in its control, `and readily adjusted to meet various conditions, and its parts easily accessible for cleaning or repair.

Theinvention includes the means by which Iobtain the various features mentioned, and also other minor features, contributingto the eliciency and economy of operation, as well as the durability of the engine.

A preferred form of my invention is illustrated in the drawings hereof andis herein-- after fully described.

` In the drawings, Figure 1 is a side elevation of a horizontal engine embodying my invention, looking at what may be termed the working side o f the engine; Fig. 2 isa side elevation looking from the same side,

tudinal section through the Working cylin der of the engine; Figs. 6, 7 and 8 are details of the cam mechanism for 'controlling the admission valve,-Fig. 6 being a side elevation,l Fig. 7 -an end View, and Fig. 8 a development of the surface of the cam'.

As shown in the drawings, 10 represents that portion of the engine frame in which is journaled the main shaft, and 11 indicates the main cylinder, which is suitably bolted at 12 to the frame 10, and is supported by an independent casting 14. I will first describe the construction of the main cylinder land its piston, as illustrated in Fig. 5.

' As shown in Fig. 5, the main cylinderhas an enlarged bore 20, leading from the crank end of the cylinder, and adjacent to the head end of the cylinder is a reduced bore 21. Slidable in the enlarged bore is a pumping piston 22 and slidable in the reduced bore is the driving piston 23, these two pistons being bolted together by bolts 24 accessible from the'crank end. The piston 23 is preferably hollow, as shown, and has an opening 25 at its outer end communicating with an opening 26 in the adjacent end of the piston 22. One of the pistons (the piston 22, as shown) carries a\suitable wrist pin 27 on which is journaled` the inner end of the connecting rod 28. AThis connects with a crank (not shown) on the main crank shaft 29 carried by the frame 10.

On the head end of the piston 23 is a`false head 30, which is shown as secured by a ,cap screw 31 accessible through the opening 25 in the other 'end of. the piston. '35 indicates the head of the main cylinder, this head being suitably bolted to the cylinder wall. This unjacketed cylinder head and the false head on the piston become and remainvery hot. At the end Lof the outward stroke air is admitted to thecylinder 21 through the port 18 from' a passageway 19 in constant communication with a low pressure air tank supplied by the pumping piston 22. This incoming. air is directed toward the head end.

being controlled by a valve, to be hereinafter v described. At the end of the outward stroke of the piston the gases escape through the port 40 and the passageway41 inthe base 14 into the main exhaust pipe 42, at the same time that fresh air enters through the port 18. y

The space between the inner wall 21 for the main cylinder and the outer wall 11 Iprovides a suitable water jacket, designated 43, this jacket having an intake at 44 and an exit at Tn the form shown, the outer wall of the jacket is a continuation of the wall of the pump cylinder 11. At the head end of the cylinder is a suitable cap 46, secured by a bolt 46 on the cylinder head. This is to protect the operator from coming into contact with the hot cylinder head, and also to provide a confined air insulating space about the outer face of the head.

The piston 22 performs the double' duty of giving the initial compression to the air and of acting as a cross head for the main piston 213 and the connecting rod 28. Air is admitted to the space 50 at the head of the piston 22 and after being compressed' in such spaceis discharged into a tank which is in open communication with the passageway 19. The valve which coperates with the piston 22 to make the low pressure pump is shown in Figs. 2, 3 and 4, and will now be described. a

15, in Figs. l to 4, indicates a suitable casting bolted onto the side of the cylinder castingwll and carrying'the cylinders and jackets for-the low pressure air Valve and for the second and third stage air pumps used for raising the air to atomize the oil as hereinafter described. Set into this casting is a suitable sleeve 52 which constitutes the cylnder of the low pressure air valve and the second stage air pump. The annular space 50 at the head .of the piston 22 receives air by the pistons outward stroke through a passageway 51, and on the inward stroke discharges such air, compressed, through the same passageway.

This passageway 51 communicates by ports' 53 with the interior of the-valve cylinder 52. Operating in the valve cylinder 52 is the valve for thelow pressure air compris-V ing the pistons 55 and 56 and the intermediate 'connection 57. This valve is driven by the crank shaft 29. As shown, there is a wrist pin 39 suitably supported in the inengine.

terioi of the piston 55, and on this pin is journaled the eccentric rod carrying at its other end a strap extending around the eccentric 61 on the main crank shaft 29. Accordingly, `the pistons 55 and 56 are reciprocated in correspondence with the piston 22.

63 indicates a suitable pipe connecting with the outer air for supplying air to the first-stage pump 22, and 64 indicates a pipe for carrying this air, when somewhat compressed, to the low pressure tank 65. These two pipes 63 and 64 communicate with the cylinder 52 through ports 57 and 58. The

pipe 64 also communicates with the main U cylinder 21 by the passageway 19 and port 18 heretofore referred to.

It will be seen that, as the driving piston is starting on its outward stroke, the movement of the eccentric forces the valve piston 56 to cover theport 58 and the piston 55 to uncover the port 57, whereby the space 50 isin communication with the outer air and air is drawn into the cylinder 20. Then, when the driving piston is on its inner stroke, the eccentric has shifted the pistons 55 and 56 to the right so that the ports 57 are closed and the ports 58 are open, and thus the air compressed in the space 50 is forced under pressure outv through the pipe 64 into the tank 65. By this means T obtain air of a feW pounds pressure (say six pounds) in the tank 65 for use in the main cylinder. I prefer to take some of this air also for raising to a higher pressure to atomize the oil. Such high pressure air is raised by two stages, as Wil-l now be described.

indicates the piston of the second-stage air pump. forward or right hand end of the valve piston 56. Tt operates to draw in air from the tank 65 throughthe pipe 66 and the choke valve 67 (to be hereinafter described) and pipe 68 and to discharge it through the pipe 72 into a. tank 73. 69 and 71 indicate suitable check valves for controlling the admission of air to the pump space and its exit therefrom.

l use the air from the tank 73 for several purposes. A portion of it passes through a governing valve to the third stage-pump for producing the highest pressure air for atomizing the fuel; a portion passes to the liquid fuel reservoir for forcing it to the fuel pump, and air is also taken from this tank directly into the cylinder, as hereinafter explained, for starting the To insure against damage to any of the reservoirs by excessive pressure, as well as to produce a regular feed of the fuel, it isdesirable to maintain the air in the tank 73 at a substantially constant pressure, say, for example, one hundred and fifty` pounds. l accomplish this by provid- This piston is formed 'on the n ill@ ing the knob 102 (Fig. 1) which is on a screw 113 extending freely through the rod shaft 106 and occupying a slot in the arm 105.

ernor rod is connected. This connec- 4tion is by means of a member 109 journaledv lated quantity, Iare periodically admitted through the pipes 90 and 118 to the main admission valve, the amount of the oil and air being under the control of. the speed governor. `The admission valve is directly and positively connected with 'the crank shaft so that it is operated in direct correspondence with the travel of the piston.

I will now describe the admission valve and its operation, reference bein had to Figs. l1, 2 and 5 `to 8 inclusive. eferring first to Fig. 5, the numeral 37 indicates the fuel admission port and, as heretofore stated, 118 the oil pipe and 90 the high vpressure'air pipe. These two pipes discharge into an annular chamber in a suitable tubular casing 141` set into the body of the cylinder wall. In the chamber 140 is a valve rod 142, slidable through a plug 143, and adapted tok coperate with a seat just above the port 37. The outer surface of the plug 143 is knurled or roughened so that the oil and air, in passing down the outer side of the plug to the cylinder are thoroughly mixed and incorporated. it is to be understnod that when the rod 142 is raised, the fuel port 37 is opened andthe high pressure air atomizes theoil into the compressed air in the cylinder, and the highly heated mixture immediately ignites, the combustion continuing at a constant i pressure as long as the port 37 is open.

The rod 142 is secured at its upper end to a head 144 which is slidable in a housin in the casing 146 secured to a bracket 14 on the top ofthe main cylinder. Above the head-144 is a compression spring 148 which extends into and is adjusted bythe cap 149 which screws downwardly within the hous ing mentioned. The head is ,extendedV downwardly about the `rod 142Y and -rests on:

a cross bar 150 of the bifurcated lever 152. This lever is pivoted at 153 to the bracket 147. The other end of the lever carries, between its arms, a roller 155 which rests von and coacts with a rocln'ng cam 160. The' A nut on this screw, guided by suchy slot, carries the pin 104 to which the govroiler is pressed toward the cam by a spring 157 bearing downward on a sliding head 158 in a second housing in the casing 146, the pging being compressed by the screw cap 1t will be seen from the above description that the spring 148 tends to maintain the valve 142 on its seat', and does so maintain it except whenlifted by the arm 152. The spring 157 tends to hold the arm with the admission valve closed and the roller 155 pressing on the cam, but when the hump 161 on the cam raises the roller and arm upwardly, such movement raises the admission valve and allows the charge to enter the cylinder.

The cam is secured on a rock shaft 162, which is journaled in a suitable disklike frame bracket 163. On the other end of the rock shaft is a vrock arm 164 Figs. 1 and 2) which is `connected by a link 165 with the rock arm 166. This arm is on a shaft 168 which carries an opposite arm 169 which is connected by a .link 167 with the Wrist pin 59 on which the eccentric rod 60 is .journaled Accordingly, the reciprocation of the eccentric rod reciprocates the rod and thus rocks the cam 160. The cam is peculiarly formed, so that when rocking in Que direction, it does not elevate the roller 155 but, when rocking in the other direction does elevate the roller. 4 This causesthe fuel admission valve to be open once only for the outgoing and return stroke of the piston.

I accomplish this peculiar alternate operation ofothe cam above mentioned by making the roller155 laterally shiftable on the pin 156carried bythe arm 152 so that the hump 161. yon one stroke strikes the roller and on the opposite stroke misses it. 1 provide two side cams on the cam 160 to edect this shifting of the roller. This is illustrated in Figs. 6, 7 and 8'. 0n either side of the intermediate portion 155 of the roller are two disks 170 and 171 which are designed to coact with the/edges of the cam, and near the opposite ends of these edges are two oppositely formed cams 173 and 174. When the' cam 173 enga-ges the disk 171 it draws the roller toward the right in Fig. 7, so that it is out of the path of the projectionv 161. This draws the disk 170 over against the opposite side of the cam, so that, when the camv edge 174 engages the d-isk`170 it draws the roller back into position so that theuintermediate roller 155 is positioned to be engaged by thehump 161,

'as shown in -Fig. 7. a Inj...the embodiment shown in the drawings, the mainfeccentric'lis so set that, as

the mainpiston 23 is about reaching the head position on the return strokathe cam is movingin 4a direction from the head of'` the cylinder toward the crank andthus the isc l 55 after starting, to raise its own air pressure niemeer hump 161 passes under the roller 155 and raises the admission valve while the piston is on the dead center, and holds the valve open during perhaps one tenth of the out- Ward stroke of the piston. Now, as the cam continues to rock in vthis direction, the cam edge 178 engaging the disk 171 draws the roller into position to miss the projection 161, and then the eccentric rocks the'cam in the opposite direction and carries that projection idly past the roller. As the cam is reaching the limit of its movement in this direction the edge 174 engages the disk 170 and draws back the roller to normal position so that itis in the path of the hump 161.

The actual time which the admission valve is open may be regulated with reference to the piston position by turning the rod 165, which has at its ends right and left hand threads which engage in corresponding sockets connecting with the arms 164-and 166. A suitable knurled hand-hold .177 on the rod 165 furnishes convenient means 'for turning it. A suitable mark, indicated 17.8, on the frame bracket A163 may form a simple guide for resetting the cam in its normal position.

rlhe engine may be conveniently started .by compressed air from the high v'pressure tank 7 3. To provide for this I mount a bonnet 180 (Figs. 3 and 4) on the main cylinder, this bonnet having a bore communicating with the combustion space yby a passageway 181. A check valve 182 preventsout- Ward movement of fluid in the bore. A pipe 183 connects this bonnet beyond the check valve with'the tank 73 under the control of a suitable valve (not shown) which maybe operated by la cam on the main shaft 2-9,

such cam beingy properly positioned with reference to the crank to open the air pipe in proper time. .After the engine isrunning under its own power, the air pipe 183 is shut 0H". 185, in Fig. 3, indicates a pop safety'valve, which isi shown as mounted on 186l indicates a suitable an indicator, for example, may be put' in communication with the cylinder. After. the engine has been started by air pressure, it is desirable to start the motive power operation with gasolene, or other light hydrocarbon, which-may be admitted` to the fuel .pump by the valve 12,4, as l have heretofore explained. I provide' a suitable jump spark :for igniting such vlight hydro-carbon. rllhe spark plug maybe 'placed in any` suitable position in the combustion space in the cylinder. lt is. illustrated at 190 in Fig; 5. Fig. 1 illustrates, at 192, the head of the spark lplug, and, at 191,\the sparking wires. v`I-twill'be seen from the above description that l have provided a'very compact twofcycle constant pressure oil engine designed,

comment should be made is the utilization of various pistons, etc., for forming cross heads for the connected parts. Thus, the low pressure pump piston forms a cross heady for the main connecting rod, while the piston 55 of the low pressure air valve forms a cross head for the eccentric rod 60. I have also carried out the cross head construction by the sliding block 110 of the fuel pump and the head 144 -for the fuel admis- -sion valve.

The accessibility of the parts of this engine is also a valuable feature. 'lhe pistons 22 and 23` may be takenvout through the open crank end of the cylinder 11. The bolts 24 enable the separation of the two pistons; the cap screw 81 enables the removal of the false head 30; the'nut on the bolt 47 enables the removal of the protect- 'ing cap 46, and the cylinder head 35 may then beremoved by 'removing its bolts. rlhe admission valve and its operating rod are mounted in a removable plug. The check valves for the middle stage air and higher pressure air are contained in removable bonnets suitably bolted on the cast ing 15.

Comment mayalso be made on the oiling system of the engine,ls'uitable openingsv being provided to enable oil to be forced,'un derpressure, through pipes not shown, to the proper surfaces. rlhus, an openingv49 through the casing in the main cylinder, supplies oil to the main piston ,an oil opening 13 through the cylinder 11 supplies oil to the piston 22, and a drip pipe 180 supplies oil from this piston to the wrist bearing 27. Oil openings through-the casting 15 supply oil for the pistons 55, 56 and 85.

It will be seen that my engine embodies numerous features contributing to the evciencyof the operation, as above described. Though the details of such features are comprised within my general invention covered herein, l do not wish to be limited to such particular details further than the state 'of the prior art and thai/claims ap .pended hereto require.

and shifting roller herein described, is claimed in my divisional application No. 743,450, led January 22, 1913.

Having thus described my invention, what I claim is:

1. In an internal combustion engine, the combination of a main cylinder, a driving piston therein, a pump cylinder, an air pumping piston therein connected with the driving piston, a reciprocating valve for .controlling the air to and from said air pumping piston, an air compressing piston mounted on the forward end of the air valve, and conduits for air leading from said air valve to the main cylinder and to the space infront of the air compressing piston mounted on the valve.

2. In an internal combustion engine, the combination, with a driving piston, of an air pumping piston connected therewith, a reciprocating valve for controlling the air to and from said last mentioned'piston, a lowpressure air tank, a conduit from the valve to the tank, an air compressing piston mounted on said valve, a conduit from the tank to the space in front of such last mentioned piston, a conduit from such space, andcheck valves for the last mentioned two conduits.

3. In an internal combustion engine, the combination, with a main piston, of a pumpingpiston connected therewith, a low pressure air tank into which such pump .may discharge, a second stage pump for raising the pressure of some of the air from said tank, a high pressure tank for the. air so raised, and a choke valve in the conduit from the low pressure tank to the pump controlled by the air pressure in the high pressure tank.

4. In an internal combustion engine, the combination of a drivingpiston, a pumping piston connected therewith, an air valve for controlling the air delivered by the pumping piston, a tank into which such air dischargesa pump connected with the air valve for raising the pressure of a portion of the air from such tank, there being a conduit from the tank to the pump, a high pressure air tank, a conduit fromthe ump to the last mentioned tank, and a cho e valve in the conduit from the low pressure tank to the pump, controlled by the air pressure in the high pressure tank.

5. The combination, with a main cylinder, of a driving piston, an'air pumping piston connected therewith, an air valve therefor, a second stage pumping piston, a third stage pumping 4piston mounted on the second 'stage piston, an air conduit leading from the first mentioned air pump to said valve, a low pressure air tank, conduits from the valve to the main cylinder and such lowpressure tank and from the tank to the second stage pump, a reservoir for high presananas? sure air, and conduits between'it and 4the second stagepumpvand third stage pumpI yfrom the first mentioned pump to said valve and `from the valve to the second stage pump, reservoirs for low pressure air and4 high pressure air in said conduit between-the primary pump and second Stage pump and between the secondV stage pump and third stage pump respectively, a choke valve between the low pressure reservoir` and the second stage pump, the choke valve being controlled by the pressure in the high pressure reservoir, and a passageway forJ low pressure scavenging air to the mainl cylinder.

7. In an internal combustion engine, the combination, with the driving piston and the low pressure air pump, of a piston valve comprising two connected pistons yfor controlling the low pressure air, an operating rod lfor said valve vhaving a wristpin connection within one of the pistons of the valve, and two air compressing pistons mounted on' the opposite Lend of saidgpiston valve. i

8. In an internal combustion engine, the combination, with the cylinder, the driving piston and the low-'pressure air pump, of a piston valve comprising two connected pistons for controlling the low pressure air, an operating rod for said valve'having a wrist pin connection within one of the pistons of the valve,`an aircompressing piston mounted on the opposite end of'said piston valve, and a high pressure air piston on the forward end of the piston last mentioned, a conduit for air from the air valve tothe piston mounted thereon and from tioned two pistons to act as air pumps to ton, and means operated by thel crank shaft for reciprocating the ytwo last mentioned pump pistons.

10. In an internal combustion engine, the combination of a maincylinder, -a piston,

connecting rod and crank shaft, a pump piston connected with the main piston, a second pump piston driven by the crank shaft for raising the pressure of air compressed by the first mentioned pump piston, a high pressure air tank to receive air from such pump, a conduit leading fromthe high pressure tank to the main cylinder,A a third pump piston for raising the. pressure of air passing through said conduit, rigid with the second named pump piston, and means conx0 necting the two last mentioned pump pistons with the crank shaft.

In testimony whereof, I hereunto affix my signature in the presence of two Witnesses. CHARLES M. BLANCHARD. Witnesses:

ALMA GEORGE, S. J. GEORGE. 

